Valve mechanism foe hybbocabbon-motobs



I e. B. MAEGLY. VALVE MECHANISM FOR HYDROCARBON MOTORS.

APPLICATION FILED MAR-8,1915.

Patented Aug. 22, 1916.

A TTOR/VEY GEORGE B. MAEGLY, OF KANSAS CITY, MISSOURI.

VALVE MECHANISM FOR HYDROCARBON- MOTORS.

Specification of Letters Patent.

Patented Aug. 22, 1916.

Application filed March 8, 1915. Serial N 0. 12,761.

MAEGLY, a

7 same, reference being had to the accompanylng drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

My invention relates to hydrocarbon motors, and more particularly to those for motor driven vehicles, and has for its principal object to provide a motor of this character wherein a spark-timing mechanism is controlled by suction of the motor to automatically advance or retard the spark.

Further objects of the invention are to provide a device which, within certain limits, can be easily and quickly adjusted to start the advance at any given speed, give full advance at any materially higher speed and automatically maintain the intermediate spark position in corresponding relation to the intermediate motor speed, and to provide a yielding tensioning means for a control valve, forming part of the device, wherein resistance against the valve is practically constant throughout the range of its operative movement.

It is a well known principle in gas engine practice that to obtaln maximum efiiciency and economy of operation, the ignition spa'rk must be kept advanced'to a point just short of that which would cause the motor to knock or pound. It is also well known that a hand lever, whereby the spark is manually advanced or retarded, requires constant attention and that very few operators understand the scientific manipulation of the spark lever, or when or how to ad ust the spark position to obtain uniformly maxlmum results under the constantly varying governing conditions of motor speed in relation to load and pull.

With the ordinary automatic spark control, the spark occurs at a relatively fixed position at all motor speeds and, having a fixed advance at a given number of R. P. M. It cannot glve the best results under all conditions, for the reason that if it gives all the advance the motor will stand Without knocking, under heavy load, there will be a material lack in both Where conditions require a lighter motor pull. If set to give the maximum efficiency and economy with the light motor pull, there will be a decided knock and pound when the load s materially increased. In either case there is a definite and fixed degree of spark advance for any given motor speed in R. P. M.

In accomplishing the objects of my inventlon I have, therefore, provided for automatically advancing or retarding the spark proportionately to the amount of air supplied to the motor, and in so doing utilize improved details of structure, the preferred forms of which are illustrated in the accompanying drawings, wherein Figure I is an elevational view of a motor equipped wlth my improvements. Fig. II is an enlarged longitudinal section of a manually adjustable valve for automatically governing the spark timing mechanism of the motor. Fig. III is a cross section of the line III-III, Fig. II. Fig. IV is a detail perspective of the same, parts being broken away for better illustration.

Referring more in detail to the parts: 1 designates a hydrocarbon motor of any ordinary type, having an intake manifold 52 through which fuel and air is supplied to the motor from a carburetor 4 under the control of a throttle valve 5 and an exhaust manifold 6, the discharge conduit 7 of which is preferably provided with a preheater 8 wherein air may be heated prior to its delivery to the carburetor for mixture with the hydrocarbon fuel.

The air supply conduit 10 is connected with a housing 11 comprising a cylindrical casing having a lateral extension, near its lower end, that leads to the carbureter 4, and having its opposite ends closed by the fixed head 12 and a revoluble head 13.

The head 13 comprises a body portion or ring, which is adapted to turn within the annular space between the housing 11 and a valve casing 14, the upper end of which terminates in a flange 15 which extends upwardly into the pipe 10.

efliciency and economy The flange 15 is provided with an arcuate slot 19, whlch is adapted for partial or C0111- plete registration with a slot 20 in the head 13 according to the position of the head, and projecting laterally from the head is an turned to vary the registration of tie slots 19 and 20 and thereby control the areaof the slots and intake of air to the intcrlor of the housing 11.

The valve casing 14 is provided with vertical slots or orts 29, which are arranged in balanced re ation, so that air entering the ports will exert a balancing influence on a contained member, and is provided, at about the center of the housing, with circumferential ports 30 that are also arranged in balanced relation and are of such dimensions that they will, in combination with the longitudinal ports, furnish a supply of air to the carbureter which is suflicient for the maximum demand of the motor.

Thehead 13 carries a depending collar or sleeve 32, which is also provided with vertical slots or ports 33 which are adapted for registration with the ports 29 to admit air to the interior of the housing 11; it being apparent that adjustable rotation of the head 13 and collar 32 will move the solid parts of the collar over the tube ports 29 to vary the area of the latter and thereby vary the volume of intake of air.

The lower end of the casing 14 fits closely within a socket 35 that is formed in the upper face of the head 13; the said socket forming an annular rin 36 against the opposite sides of which 518 housing 11 and casing 14 are fixedin order to maintain the width of the annular chamber within the housing and around the casing, and to an- 'chor the housing and easing rigidly in place.

Extending through the casing and rmg is a channel 37 whereby air may pass from the interior of the casing to the carbureter, so that suction from the motor will draw air from the interior of the casing 14 to automatically actuate a slide valve 39, which is located within the casing and adapted for covering and uncovering the vertical ports 29 therein according to the amount of suction exerted on the piston.

The slide valve 39 has a rod 41 extending through the lower head 12 and into a casing 43 that is threaded into a socket 44 on the bottom of the head 12; the said rod being slidably extended through an aperture 45 in a cap 46 that closes the lower end of the casing, but is provided with open ports 47 through which air under atmospheric pressure may enter and influence the piston 48 a magneto, or electric ignition device 57.

Opening into the casing 43 immediately below the head 12 of the main valve housing, is a conduitwhich opens into the intake manifold 2 at a point between the carbureter and motor, so that suction in the motor cylinders constantly draws on the piston 48 to relieve the latter from the top, so that air under atmospheric pressure entering ports 47 will tend to force said piston upwardly and maintain the slide valve or iston 39 at its uppermost position.

The throttle valve 5 has the usual link connection 62 with the crank rod .63 that runs through the steering post 25; therod, in the present instance, being extended through the sleeve 24 and being provided with an ordinary hand lever 65.

In using the device, presuming the parts to be constructed and assembled as described, when the motor is started air is applied to the carburetor through the primary ports 19 and 20 in the flange 15 and in the head 13 respectively; the amount of air supplied in this way being sufficient for idling speed of the motor. After the motor is started, vacuum in the intake manifold withdraws air from the casing 43 above the piston 48 so that air under atmospheric ressure will force the latter inwardly and iiold the valve 39 in position for covering the ports 29 and 32 in the casing 14 and collar 33 respectively.

When it is desired to increase the speed of the motor, the throttle 5 is opened so that increased suction and partial vacuum is present in the annular chamber of the housing 11; this vacuum relieving the pressure within the casing 14 through the channel 37 so that as soon as the pressure is sufliciently reduced within the casing 14, pressure on the upper end of the valve 39 will overcome the atmospheric pressure on the lower side of the piston 48 and force the valve 39 inwardly to uncover the casing ports 29 until the area of the latter is suflicient to supply the volume of air required by the motor; it being apparent that free air will flow through the pipe 10, past the top of the I partially closing the throttle 5, a less volume of air is required, and vacuum in the casing chamber is reduced so that the piston 48 forces the valve 39 upwardly and reduces the feeding area of the ports 29 and 33 to correspond with the volume of air taken by the cylinders.

It will be apparent that the position of the valve 39 and the piston 48 is determined by atmospheric pressure against valve 39. This pressure is regulated by the port area uncovered by valve 39, and this port area is regulated by the motor speed and the 0011- sequent amount of air required by the mo-' tor. It will be noted further that the position of the spark timing mechanism 56 has also been varied to advance or retard the spark proportionately to the movement of the valve by the intake of air controlled thereby.

If it is desired to increase the speed of the motor to its maximum, the greater suction and greater volume of air required, forces the valve 39 downwardly to the limit of its travel where it uncovers the horizontal ports 30 which, when uncovered, are able to furnish a volume of air suflicient for the highest motor speed.

With the arrangement of the ports 19 and 20 in the' flange and head respectively, so that when the ring is turned to reduce the area of the opening therethrough, the port width of the slots 29 and 32 is also reduced; reducing the port area through the slots 19 and 20, will require a greater movement of the piston 39 to admit a required volume of air, hence control of the sparking mechanism may be effected by manipulation of the head 13 from the hand lever on the steering wheel; it being apparent that when the ports 29 and 32 are reduced in area, suction from the cylinders must uncover an additional length of port in order to pass a required amount of air from the-tube 10 into the carbureter, and that the farther the piston is lowered, the more movement is given to the timing mechanism, with the conse quent relative advance of the spark; and reversely, with the ports open to their maximum capacity, atmospheric pressure on the valve 48 will retain the valve 39 at a balance at the upper level at which the required port area is exposed, thereby maintaining the timing mechanism in position for retarding the spark.

By locating the horizontal ports where they are exposed when the valve 39 is at the downward limit of its travel, a maximum requirement of air is supplied, and the tim ing mechanism has been advanced to the greatest extent; so that for a minimum or maximum advance, a corresponding minimum or maximum amount of air is required, and a relative simply and advance provided at all intermediate points.

Having thus described my invention, what I claim as new therein and desire to secure by Letters-Patent, is

1. The combination with a hydrocarbon motor, of a carbureter connected with the motor, a valve connected with the carbureter and operable by suction from the motor for controlling the admission of air to the carbureter, and a bypass leading from said motor, of a valve controllable by suction from the motor for determining the supply of auxiliary air, and a spark timing mechanism operable by said valve.

4. The combination with a hydrocarbon motor, of a carbureter, a conduit leading from the carbureter to the motor, an air supply conduit leading to the carbureter, a valve casing interposed in said conduit, a collar in said casing having ports for passing air from the air supply conduit to the carbureter, a piston in said collar adapted for controlling the air supply, a cylinder, a stem on said valve extended into said cylinder, a piston on said stem within said cylinder, and a conduit leading from a point in the cylinder above the piston to the connection between the motor and the carbureter.

5. The combination with a hydrocarbon motor, of a fluid-aetuatedvalve comprising a casing, a piston valve slidably mounted in the casing and adapted for movement in one direction by air pressure, and fluid-actuated means for moving said valve in the opposite direction.

6. The combination with a hydrocarbon motor, of a carbureter connected with the motor, an air supply conduit leading to the carbureter, a spark timing mechanism, and a valve interposed in the air supply conduit and comprising a piston operable by atmospheric pressure for advancing the timing mechanism and by vacuum in the motor for retarding the timing mechanism.

7. The combination with a hydrocarbon motor, of a carbureter, an air supply conduit leading to the carbureter, a valve casing interposed in said conduit, a piston valve in said casing for controlling the flow of air therethrough, and having an extended rod, a cylinder inclosing a part of the rod exterior to the casing, a piston fixed on the rod within the cylinder, a conduit leading from the cylinder above the piston to the motor for relieving the piston to render it operable under atmospheric pressure, and a timing mechanism connected with said valve rod, for the purpose set forth.

8. The combination with a hydrocarbon motor, of a carburetor, an air conduit leading to the carbureter, a housing interposed in said conduit, a casing located Within the housing in communication with the conduit and having ports therein, a piston valve slidable in the casing; the said casing having a channel opening from beneath the piston valve to the carburetor, whereby vacuum in the latter may influence the piston to expose the ports, and a cushion for resisting opening action of the valve and returning the latter when relieved from the vacuum in the carbureter, whereby the valve is balanced to meet the requirements of the motor.

9. The combination With a hydrocarbon motor, of a carbureter, an air conduit leading to the carbureter, a valve for controlling flow of air through the conduit comprising a housing, a valve casing in said housing having longitudinal slots and having an air intake at one end of the slots and a channel at the opposite end of the slots opening into the carbureter, a collar having slots adapted for registration with the casing slots and adapted to turn'to regulate the area of the casing slots, 21 separate cylinder having a closed end and an air intake end open to atmosphere, a piston slidably mounted in said casing and having a rod extending thropgh the cylinder, a piston on said rod within the cylinder, and a conduit leading from the end of the cylinder opposite the air intake and communicating with the motor, for the purpose set forth.

10. The combination with a hydrocarbon motor, of a carbureter, an air conduit leading to the carbureter, a valve for controlling flow of air through the conduit comprising a housing, a valve casing having longitudinal slots and having horizontal slots beyond the longitudinal slots for admitting a maxin the casing, means for manually actuating the ring, and a fluid air cushion for resisting movement of the said valve casing, having an opening to the carbureter, manual means for actuating the ring, and a fluid cushion for resisting movement of the piston to open the casing slots and for returning the piston to closed position.

11. The combination with a hydrocarbon motor, of a carbureter, an air intake to the carbureter, a valve housing communicating with the air intake, a casing in said housing having ports at opposite ends communicating with the interior of the housing, a ring valve for controlling the admission of air to the housing and for regulating the area of the ports at one end of the casing, manual means for actuating the ring, a piston in the casing for regulating the active port area, and fluid controlled means for resisting opening travel of the piston and for returning the piston to closed position.

12. The combination with a hydrocarbon motor, of a carbureter, a valve housing communicating with the carbureter, a ring in said housing having a curved slot, an air conduit seated in said ring and having a slot adapted for communication with the ring slot, a valve casing coextensive with the conduit and projected into the housing; said casing having an open channel at its inner end and port slots at its upper end, a piston slidable in said casing for controlling the port area, and fluid-controlled means for resisting opening travel of the piston and returning the same to closed position.

In testimony whereof I aflix my signature in presence of two Witnesses.

GEORGE B. MAEGLY.

Witnesses:

BETTA F. THOMAS, LETA E. CoA'rs. 

